Brake.



No. 766,916. PATENTED AUG. 9, 1904. V. P. TAYLOR. BRAKE.'

APPLIUATION FILED IDEO. 13. 1903.

V/M l by i 190.910.

M Jlforgeiys No. 766,916. PATENTED AUG. 9, 1904.

V. P. TAYLOR.

BRAKE.

APPLIUATION FILED DBO. 1s. 190s.

No MODEL. v 4 sHEBTs-sHnET n.

@Alforgzays PATENTED AUG. 9, 1904.

V. I. TAYLOR.

BRAKE.

APPLIUATION FILED DBO. 1B. 1903.

4 SHEETS-SHEET 3.

N0 MODEL.

by Lgcgfop M Jllfomys No. 766,916. PATENTED AUG. 9, 1904.

V. P. TAYLOR. BRAKE.

l APPLICATION FILED DEU. 18. 1903.

N0 MODEL. 1 SHEETS-SHEET 4.

4`W%p Vu" f- MW-wg y# Unirse @rares Patented August 9, 1904.

llafrienr Qriuon.

VIRGIAL P. TAYLOR, iOF HATIIESBURG, lVllSSlSSlPPI, ASSIGNOR OF ONE HALF T KETE L'ISCIIKOFF, OF HATIIESBURG, lVIISSISSIPPI.

snake..

SECFICATION forming part of Letters Patent No. 766,916, dated August 9, 1904.

Application filed December 18, 1903. Serial No, 185,718. (No model.)

all of the car-brakes throughout the length oi" the train and may apply the same with any I desired degree or' force and may positively lock the brakes when it is desired to stop the train in case of emergency.`

A further object ot the invention is to provide a braking apparatus that will be auto- 2O matic in its character to the extent oi applying the brakes on both sections or the train should the train become broken by the pulling out oi' a draw-header similar injury to a coupling.

A still i'urther object of the invention is to provide braking apparatus which may be readily locked and as readily released by proper change in the direction of movement ot' the engine, so that if the brakes are applied while the train is moving straight ahead it will merely be necessary to reverse the engine and travel a few feet rearward to release all of the brakes or in similar manner movement in :tory ward direction will release brakes which have been set while traveling rearwardly.

WV ith these and other objects in view, as will hereinafter more fully appear, the invention consists in the novel construction and arrangement of parts hereinafter described,

illustrated in the accompanyingdrawings, and particularly pointed out in the appended claims, it being understood that various changes in the form, proportions, and minor details ot construction may be made without departing from thespiritor sacrilicing any oi' the advantages of the invention.

ln the accompanying drawings, Figure 1 is a plan View illustrating a portion of a locomotive and railwayetrain in outline and showing the application thereto of braking mechanism constructed in accordance with the invention. Fig. 2 is a longitudinal sectional elevation, drawn to a somewhat larger scale, illustrating the apparatus employed on the locomotive. Fig. 3 is a plan view ot' the meclr anism shown in Fig. 2. Fig. el isa plan view oi? one end oi: a car or tender, showing the construction and arrangement oli the braking mechanism carried thereby. Fig. isa view similar to Fig. i looking from the under side oi' the platform-traine. Fig. G is a longitudinal sectional elevation of Vone end ofva car on the line 6 G of Fig. Ll. Fig. 7 is a longitudinal sectional elevation on the line 7 7 oi Fig. ft, illustrating the brake-locking' means employed on each car. Fig. 8 is a sectional elevation on the line 8 8 oil Fig. 2, illustrating the construction of the mechanism in the cab oi the locomotive and by which the brakes may be applied and released. Fig. 9 is a transverse section on the lineQ 9 of Fig. 2, illustrating the guiding device for the coupling member carried by the tender. Fig. l0 is a sectional plan view on the line 'l0 10 oi Fie'. 2, illustrating the construction oi' the clutch mechanism. Fig. ll is a transverse sectional View on the line 11 1l oi' Fig. 3, showing the means for securing the clutch members to the driver-axle.

The majority or' brakes employed on railway-trains at the present time are operated by air-pressure and are not in all cases reliable, owing to thedanger of leakage and the necessity of employing itiexible piping' con nections between the trains and the conse quent danger of `rupture oil. the flexible connections from excessive pressure or accidental cutting.

` ln carrying out the present invention provision is made for setting the brakes by the application oi direct mechanical iforce from the engine, the braking-levers throughout the whole length of the train being at` ali times under the direct control of the engineer.

ln the drawings,1 represents one the axles o'l2 a set oi' locomotive-drivers, and on said axle is rigidly secured a lianged clutching-disk 2, with which may engage adruin or disk 3, that is loosely mounted on the axle and is movable toward and from the disk 2. The drum or disk 3 has a hub member 4, that is provided with an annular slot 5 for the reception of a pair of pins 6, carried by a longitudinally-movable sleeve 7, which is held from rotating with the axle. Tithin the sleeve 7 and secured rigidly to the axle is a sleever 3, having one or more inclined cam-grooves 9, into which may extend a pin or pins-10, guided in a small bracket 12, secured to the sleeve 7. The several disks and sleeves are preferably made in sections for convenience in application to the axles. Then in normal position, the pin is held outward from engagement with the cam-groove b y means of a spring 13, and the axle and inner sleeve 3 may rotate freely asthe train is moved without in any manner affecting the braking apparatus; but should the pin be forced inward and engage with one of the cam-slots the sleeve 7 and pin will be forced to move longitudinally of the axle in a direction toward the flanged disk 2. This movement will be transmitted to the hub 4 by means of the pins 6, and the clutching disk or drum 3 will be forced positively into engagement with the disk 2, and said disk or drum will be forced to revolve to an extent sufcient to set the brakes. During this movement the sleeve 7 will be held from revolving by means of a slotted bracket 14, carried by the frame of the engine, and a pin 15, that projects radially from the sleeve into the slot of the bracket and permits free longitudinal movement of the sleeve during the clutching and unclutching movements.

To any suitable portion of the frame of the engine is secured a bracket 20, having a guiding-opening for the passage of a hollow spindle 21, from the lower Aend of which extends a crank 22, that is connected by a link 23 to a lever 24, fulcrumedat the outer end of the pin-guiding bracket 12, and the lower end of said lever is pivotally connected to the pin, so that when the hollow spindle 21 is turned by the engineer the pin will be moved longitudinally into engagement with or disengagement from the cam-slots.l Through the hollow spindle 21 extendsa second spindle 26, the lower end'of which extends through a guiding-opening formed in the lower arm of thebracket 20, and to said second spindle there is secured a crank-arm 27, that is connected to a means for releasing the brake, said releasing means being more fullydescribedhereinafter. Then y the spindles are released after operative movement in one direction or the other, they are restored to initial position by means of small torsion-springs 28, carried by the frame or by the bracket 2O and connected to the crankarms 22 and 27, respectively.

To the upper end of the hollow spindle 21 is secured a disk 29, and to the end of the spindle 26 is secured a similar disk 30, both disks being provided with notches, into one of which extends a latch 32 and into the other a similar latch 33, the two latches being formed integral and both being' mounted pivotally on an arm 34, that projects radially from a loosely-mounted disk 35, carried between the two disks of the spindles 21 and 26. The arm or lever 34 is provided with a suitable handle within convenient reach of the engineer or fireman. and pivoted to this lever is a latch-operating lever 36, that is connected by a link 37 to the two latches 33 and 32, so that the engineer by properly manipulating the latch-bar may move the latch 32 into the notch of the disk 29 or may move the latch 33 into engagement with the notch of the disk 30. Then engaged in the notch of disk 29, the latch 32 may be utilized as a medium for transmitting movement to the hollow spindle 21, and through this spindle and crank-arm 22 and its related parts the pin 11 may be moved into and out of engagement with the cam-slots of the sleeve 8.

Referring now more particularly to the braking system of the engine, 4() and 41 designate brake-beams provided with suitable shoes for Contact with the peripheries of the drivers. The beams are connected for mutual movement by a rod k42, and the central portion of beam 40 is connected to the shorter arm of a bell-crank lever 44, pivoted at the point of bifurcation to the frame of the engine. The longer arm of the bell-crank lever is connected to one endl of a transversely-disposed brake-lever 45, that is pivotally mounted at a` point intermediate of its length on a pin 46. The opposite end of the lever 45 is connected by a tension-rod 47 to mechanism for transmitting the operative movement from the engine to the brake systems of the cars. The lever 45 is further connected by a link 48 to a transversely-extending lever 49, that is pivoted at one end on a stud 50, carried by the frame of the machine. Near the freerend of the lever 49 is a projecting arm 51, that is connected by a link 52 to a pivot-pin 53, carried by the disk or drum 3, the position of this pin being normally in a radial line drawn from the center of rotation of the axleV 1 to the connecting-arm 51, so that rotative movement of the disk 3 in either direction will exert pulling strain on the link 52 and transmit operative movement to all of the braking system without regard to the direction in which the train is traveling, thus permitting operation of the brakes while going' either forward or backward.

In order to lock the brakes when set, the free end of the lever 49 is provided with a pivoted rack-bar 54, the outer end of which is guided in a suitable bracket 55 at a point immediately above a locking-tooth 56, over which the rack passes while the brakes are being applied, and the tooth by engagement with the rack will serve to positively lock the braking-levers in any position to which they IOO vessie may be adjusted, so that the braking strain will be taken oli' thecam-slots and the pin by which the brakes receive preliminary movement.

The tooth 56 is carried by a pivoted lever 58, mounted on the bracket `55, and the opposite end of the lever 58 is connected by a bellcrank lever 59 and rod 60 to the crank-arm 27 oil the spindle 26, so that the engineer by engaging the latch 33 with the notch of the disk 30 may turn the spindle and through the described connections may withdraw the tooth 56 from engagementwith the rack and release the brake, the parts naturally returning to initial position and the brake-shoes moving out of contact with the wheels, auxiliary springs being employed, if necessary.

The several cars of the train, as well as the engine and tender, are connected together by any of the coupling' devices in ordinary use,

and each of the cars and the tender carries a separate braking system, including brake shoes and beams and a separate locking device, so that each car system may be independently locked. The several systems are conneeted in a continuous series throughout the whole length of the train, sov that they may all be simultaneously applied and released.

At the rear of the engine is a suitable guide for a slidable draw-head 60', to the outer end o'f`which is pivoted a coupling member 61, and is further provid ed4 with a lever 62, which will permit ready release of the coupling should it be desired to detach the tender. On one side of the draw-head is a'rack 63, with which intermeshes the teeth of a segment 64,

pivoted to the under side of the engine-i`ramement will then be imparted to the braking system of the tender and following cars.

To the under side of each car-frame is secured aslotted plate 65, the two slots` ot' which, 66 and 67, receive, respectively, a rib 68 and a block 69, carried by an angular drawfhead 70.

To one arm of the angular draw-head is pivoted a lever 71, terminating at its outer end in a coupling member 72 for engagement with the corresponding coupling member oi' the engine or adjacent car.v The draw-head is further provided with a bell-crank lever 7 3, pivoted on a pin 74 to the rear of the pivot-pin on which lever 71 is mounted. ot' the lever 7 3 is provided with an elongated slot 74' to receivea pin 75, carried by the lever 7l, and near the opposite end oi' the lever 7 3 is pivoted a small locking-lever 77 havingl a downturned tongue 7 8, that will engage in the corner or angle formed at the intersection oi' two portions of the draw-head, and thus limit the opening movement of the coupling member. To provide for the opening' of the The outer end coupling by hand, the lever 73 is provided with a pin or lug 7 9, which may be engaged by a hand-operated lever 550, pivoted to the frame oi' the car and having an operatinghandle arranged at the end of the car within convenient reach ot' the brakeman. When the hand-lever 80 is caught and pulled outward toward the side o't the car, the pin 79 will be engaged, and the lever 73 will be moved in such manner as to cause swinging movement oi' the coupling-lever 71 until the couplinghead 7 2 has been disengaged from the mating coupling member on the adjacent car. It

intended, however, that the mechanism be so arranged as to permit of the automatic uncoupling should the main couplings of the cars break or the train part in such manner that the weight oi' the train will be thrown on the couplings of the braking' system. end, therefore, the angular draw-head carries a pivoted `cam-lever 82, one end ot' which arranged in such manner as to engage the rear face oi' the lever 7 3. ot' the lever moves into engagement with a fixed lug or pin 83, carried by the train, and` dle 90, on which is mounted a grooved sheave' 91, around which passes a flexible cable 92, extending between the draw-heads at the opposite ends of the car and serving as a means for transmitting operative movement from one draw-head to the other. This sheave carries a pair of pins 93 and 941, one or other ot' which may engage with a lever 95, that is pivoted at 96 to the car-frame. The opposite end oi' the lever is connected to a brake-rod 97, which is held under tensional strain to apply the brakes when the sheave is turned, and one or other oi' the pins engages the lever 95. The system oi' brake-levers employed may vary with the type of car and the road, and in some cases both ends ol the lever 95 may be coupled to the brake-rods i'or the purpose of operating the break beams and slices.

It is desirable that the brakes be independ` cured a crank 101, that is connected by a link 102 to the lever 95, and on each application of the brakes the ratchet-wheel is turned to an eX- i tent dependent on the extent oi' rotative movement of the sheave 91. The plate 08 further carries a pawl 103, having a `tooth for engaging the teeth oi the ratchet-wheel, and the free end ot the pawl is connected by a link 104 to a crank-arm 105 on a pin 106, extending To this The opposite arm` IOO IIO

through an opening in the plate 98. The pin 106 further carries a crank-arm 107, that is connected by a link 108 to one arm of a lever 109, pivoted on a bracket 110, carried by the frame of the car.

To a rib or Web on the grooved plate are pivoted two fingers 111 and 112, that are connected together'by Aa link 113, and from the link extends lugs 114, disposed, respectively, on opposite sides of the free end of the lever 109. The fingers extend down through the slot 67 in the plate 65, and between them reciprocates the block 69 of the draw-head; but under ordinary circumstances this block will not come in contact with either of the fingers.

Should the train break and the weight of the train'be thrown on any one of the coupling' members of the brake system, the strain exerted will be sufficient to bring all of the blocks 69 of the several cars into contact with the fingers 111, and while the application of the brakes will follow through the longitudinal movement imparted to the cable 92 the movement of the finger 111will be transmitted through link 113 and one of the fingers 114 to the lever 109, and this in turn will move the pavvlbar 103 into engagement with the teeth of the ratchet-wheel 101 and the latter will be locked, thus firmly holding the brakes and arresting the movement of the train, so that there can be no possibility of `collision between the two or more broken sections. For movement in the opposite direction the blocks 69 willcome into engagement with the fingers 112, and through these the several pawls 103 will be moved to release the ratchet-wheels, and thus permit the release of the brakes.

Vith apparatus of this character the whole system of brakes throughout the train :is at all times under the control of the engineer or fireman, and the brakes may be mechanically applied simultaneously and with any desired degree of force without regard to the direction of travel of the train. The brakes may be locked after setting by the locking mechanism on the engine and may be readily unlocked, o1" by quick movement of the releasing' means a gradual release of the brakes may be effected, and thus permit the engineer to bring his train to a stop at any desired point, thus being of especial value in platform stops o1' for stopping the engine for taking on supplies of fuel or water. There is, furthermore, no danger of the train running away or of collision between sections of a broken train, inasmuch as all of the brakes throughout the length of the train will be immediately set as soon as the strain is thrown on the coupling members A of the braking' system, and when final parting 1. In combination, a car or vehicle having a revoluble shaft or axle, a collar secured thereto and having a cam-groove, a loose clutching member embracing the collar, a pin extending through an opening in said loose clutching member and adapted to enter the cam-g'roove,

means for moving the pin, a rigid clutching member secured to the shaft, a braking' system, a lever or link connected at one end to the braking' system, and at the opposite end to the loose clutching' member.

2. In combination with a vehicle having a revoluble shaft or axle, of a sleeve rigidly secured to the axle and provided with an annular cam-groove, a second sleeve mounted on the first and movable longitudinally of the shaft, a pin carried by said second sleeve and movable into and out of engagement with the cam-groove, means for operating' the pin, a clutching member rigid with the shaft, a second clutching member loose on the shaft, means for connecting the said clutching' member to the outer sleeve, a system of braking'- levers, and means for operatively connecting the system of braking-levers to the second clutching member.

3. ln combination, a vehicle having a revoluble shaft or axle, a cam-sleeve rigid with the axle, a second sleeve surrounded by the first, a pin carried by the sleeve and engaging the cam-groove, a iianged clutching-disk rigid with the axle, a movable clutching-disk for engaging the rigid clutching-disk, means for connecting the movable clutching-disk to the second sleeve, a system of braking-levers, a crank-pin carried by the movable clutchingdisk, and a link or rod connecting' the brakelevers to the crank-pin.

4. In combination, a vehicle having a revoluble shaft or axle, a cam-sleeve rigid with the axle, a second sleeve mounted on the first, a radially-movable pin carried by the second sleeve and adapted to engag'e the cam-sleeve, a flanged clutching-disk rigid with the shaft, a second clutching-disk movable toward and from the first, means for connecting' the movable clutching-disk to the second sleeve, a system of braking-levers operatively connected to the second disk, a revoluble spindle, a spindle-operating means, and mechanism connecting the spindle to the pin, substantially as specified.

5. In combination, brake-applying mechanism, a hollow spindle, means for connecting the same to the applying mechanism and controlling the operation thereof, a second spindle, anoperating-lever, means for operatively connecting the lever to one or other of the spindles, an automatic locking mechanism, and means for connecting' the second spindle to the locking mechanism.

6. In combination, a brake-applying mechanism, including' a rack movable with the brake-applying mechanism, a lever fulcrumed at a point intermediate of its length, and hav- IOC) IOS

IIO

4mounted couplers, and means for effecting' pivotal movement of said couplers and positively separatmg the same when the tram parts.

ism including' independent braking systems on the several cars, pivotally-mounted couplers connecting the several systems in a continuous series, levers carrying said couplers,and means for engaging' and moving' the levers to elfect positive separation o'l' the couplers when the train parts.

9. In combination, train-braking' mechanism including a set or' braking-levers for each car, means for coupling' the several sets of le vers in a continuous series, a toothed locking'- disk movable with the braking-levers, and a disk-eng'aging pawl movable to engaging and disengaging positions by the operation of the brakes.

l0. In combination, train-braking' mechanism including' a system of braking-levers foi" each of the cars, means for coupling' the several sets of braking-levers in a continuous series, and independent locking means carried by each car and including a revoluble disk connected to and movable with the braking-levers, a pawl for engaging the disk, and means for connecting said pawl to the coupling' devices whereby the pawl will be moved to engaging and disengaging positions on movement oi said coupling devices.

ll. In combination, a train-braking system including' braking-levers for each oi' the cars,

8. In combination, train-braking mechanmeans forcomgiling the several sets of brakinglevers in a continuous series` and independent locking means carried by each car and including a toothed disk connected to and movable with the levers, a pawl :for` engaging' said toothed dis-k, and a pair of pivoted iin gers disposed in the path o'i movement of the coupling devices and operable on excessive nievement of said coupling' devices to move the pawl to both locking and release positions.

l2. In combination, a braking mechanism including brake-levers on each car, means for coupling' the braking-levers in a continuous scries, atoothed locking-disk movable with the levers, a pawl for engaging the disk, a pair oi' fingers disposed in the path of movement of the coupling means, a link connecting said fingers, a pair of studs projecting from the link, and a pawl-operating lever disposed between said studs. i

13. In combination, braking-levers on each `the braking' systems or' the several cars, and a iiexible cable o1' chain connecting the coup ling members of each car and extending around said sheave.

14. In combination, braking-levers arranged on the several cars of a train, pivoted couplingbars for connecting the levers in a continuous series, a lever pivotally connected to cach coupling-bar, a cam-lever engaging` the pivoted` lever, and a lug or stop disposed in the path of movement of the cam-lever and serving' by engagement therewith to move the coupling'- bar to release position.

In testimony that I claim the foregoing as my own I have hereunto aliixed my signature in the presence ot' two witnesses.

VIRGIAL I). TAYLOR- Witnesses J H. Joel-LUM, Jr., J. Ross CoLHoUN. 

